Intake manifold



April 6 1926.

w. J. BLIFFERT,

INTAKE MANIFOLD Filed oct. 29, 1925 aucun# V engine increased.

Patented pr. 6; 19726.

UNITED STA Laatse Tes PATENT oFFicia. l

- WALTER J( BLIFFER'I, 0F MILWAUKEE, WISCONSIN.

Applicationfiled Octoter 29,'.19'23- To all whom it may concern: l

Be it known that I, VALTER a citizen of the United States,

INTAKE MANIFLD.

J. VBLIFFER'Ia residing at Milwaukee, county of Milwaukee, and State of lfiisconsin, have invented a newanduse-r ful Improvement on an Intake Manifold,

of 4which the following is a specification.

This invention relates broadly to internal combustion engines,

and has particular reference to improvements inintake manifolds,

more especially *for ing the function of .such .device the purpose of improv-` s to the end that the flow. of combustible mixtuige will be facilitated and the general eiic objects and The principal` which characterize this inventi 4the provision of an improved means,

iency of the advantages on reside in for conducting a combustible mixtujre Vto an internal combustion `engineer to other apparatus for combustion 3 the provision-of an improved means for conducting` ble mixture a rcombustito the cylinders of a conventional internalV combustion Vengine 'ha-ving more than one cylinder; they provision o f improved means for conducting azcombustible mixture to the cylinders of combustion engine tin'uous non-interrupted path; sion of improved means an internal in a substantially .con-

l theV provifor delivering a combustible mixture in equal yincrements to the' several cyl tion engine; 'the provision o inders of an internal combus f improved means for conducting a combustible'mixture to the cylinders of an internal combustion engine in a path which is substantially uninterrupted and in Which the tu rns or'bends p are described about arcs whereby tcfeliininate baiiies or other Walls condensation or of the mixture; means for. conducting a the provision which produce`v retardance of th'egfree flow I of improvedv combustible mixture yto an internal. combustion engine which affords a substantially flow of the mixture so l mixture is in the saine direction' continuous path for -l that tlieflow VYof the at all times,

and is substaiitially uninterrupted, vthereby improving the distribution of the mixture' to the cylinders. rIfhis invention" is. by the provision of an impr further characterized oved intake of the fuel behind thevair y means which tends to'overcome y sei-iai No. 671,556.

manifold in which the flowk ofthe combusti- *Y ble mixture is unidirectional,,that is, does noti reverse its direction of flow and there-A fore is prevented from/backing up or condensing; the provision of an improved intake manifold for distributing equally a combustible mixture to the several cylinders Opf an internal combustion engineythe proL vision of an improved [intake manifold char# jacterized by theeinbodimenty therein of in- 'tercommunicating passageivays whereby the Amanifold; the provision of jan improved in-V take 'manifold havingarn arrangement 'of seins and to afford thefinertia of the lstream of combustible mixture'by maintaining thev stream constantly in motion; the provision of an intake manifold character ized as above set forth wherein backing up of the lstream of vcombustible mixture'is practically entirely eliminated due tothe continued motion of the stream througlithe y manifold; the provision of an improved intake manifold which operates to supply passageways for providing against'la La vcoinlnistible kmixture of uniform vvolatility aiidfwliereby to insure delivery ofthe saine quantity and value of. mixture to all the cylinders; and the provision of an improved intake manifold which operatesl to eliminate pulsations or other interruptionsin the fionY of tliecombustible mixture" andthercby prevent" the Wave motion of the fuel thus tend tof stablize theinixtureand :generally increase'the efficiency of tlieveng'ine.y

The foregoing and vsuch yother vobjectsl and advantage as may appear or be pointed out as lthis description proceeds,y `are attained in the structural embodiment illustrated in the accompanying drawings, in which:

Figure 1 is a front elevational view, partly in vertical section, of one form of my invention;

Figure 2 is a top plan, similarly partly in horizontal section.

The basic principle embodied in this invention is predicated on the proposition that in the conventional intake manifold the fuel mixture must first be lifted from the carbureter, that is, the inertia of the mixture must be overcome, and then the engine valve closes and the flow momentarily ceases, this condition prevailingyeven in engines having a large number of cylinders. The necessity, therefore, of first starting the flow of the mixture and then constantly repeating this operation results in pulsations and in lagging of the atomized fuel, fuel waves, wastes power and requires a greater lapse of time before the combustible mixture actually begins to enter the cylinder. The present invention eliminates these objections r mainly by providing for the continuous flow of the combustible mixture, therefore eliminating reversal of the flow, and it follows that if the flow is substantially unidirectional it must be constant, and of a substantially constant mixture of air and fuel.

Referring now more particularly to the drawings, and first to Figures 1 and 2, wherein an intake manifold of this invention is illustrated for use on a four cylinder engine, I provide a structure, which is preferably integral and includes a body 1 hav` ing an inlet 1a provided with a flange 2, whereby the manifold may be bolted or otherwise fixedly secured to any conventional form of carbureter, which, for obvious reasons, is not shown.

The body 1 is formed with the two diverging conduits or passageways 8 and 9 which communicate with the inlet 1a, and terminate in spaced relationship. The conduits 8 and 9, of the manifold are provided with outlets 6 and 7 which are adapted to be connected, in the present instance, to the inlet ports of the cylinders. One each of the outlets 6 and 7 may be provided for each cylinder or one for each pair of cylinders.

The upper or discharge ends of the legs S and 9 are placed in direct communication by the provision of the auxiliary series of conduits including the passageways 12--13 and 111-15, these passageways intersecting at their medial portions to form a chamber 5. This communication of the passageways serves to balance the system and to eliminate any tendency of reversal by affording a substantially circular path which the fluid may take. say through passageways 8, 12, chamber 5 and passageway 15. Y I y From an inspection of Figure 2, it will be observed that the passageways 1213 and 1l1-15 are curved outwardly and are tapering from their outer ends toward the chambei` 5. The purpose of this arrangement is to prevent these auxiliary conduits from interfering with the exhaust manifoldV (not shown) and in order to provide for acceleration of the flow of mixture and thus eliminate any tendency for a lagging of the fuel entrained in the air.

It will further be observed that the outlet openings 6 and 7 are ef smaller diameter than that of the legs 8 and 9 of the manifold, so that one cylinder alone cannot steal the combustible mixture entirely at any one stroke from either of the legs 8 or 9.

In operation, depending upon which of the cylinders of the engine is on the intake stroke, the combustible mixture flows continuously through the legs 8 and 9 of the manifold, the flow in said legs always being in one Vdirection as indicated by the arrows. However, the fiow of themixture in each of the auxiliary conduits is opposite because these conduits are in effect continuations of the main conduits or legs 8 and 9.

For instance when a cylinder connected to the outlet 6 is on the intake stroke, the cylinder connected to the outlet 7 is closed, and may be either on the compression or on the scavenging stroke, depending upon the timing'. Assuming that the valve of the cylinder connected to outlet 6 is open and that cylinder is inducting the mixture the flow is in the direction of the arrows B and B1, the flow from conduit 9 being as indicated in conduit 14 -15 because of, first, the momentum of the mixture in leg 9, and

Vbecause the area of the o eninV between conduit 15 and leg 8 is greater than that of conduit 12 and leg 8. lVhen the outlet 6 is closed, the outlet 7 substantially simultaneously opens and flow in the conduit 1213 and leg 9 is produced the same as the fiow was produced in conduit 8, 1415. lVhile slight oscillation of the flow might occur in the passageways 12-13 and 14-15, this is only possible at the instant of the alternate opening and closing of the valves and is of negligible incident or effect in the operation. The flow of combustible mixture is therefore substantially constant and unidirectional.

lt will, of course, be obvious that the Ilumber of legs 8 and 9, the size of same, and the number and size of the outlet openings of the manifold may be varied as found desirable, depending' upon the type and size of the engine to which the manifold is to be secured for operation, and therefore" l reserve the right to make minor alterations within the purview of the invention.

I claim:

1. In a device of thel character described, an intake manifold having a plurality of divergent ducts, and auxiliary ductsk connecting said divergent ducts', said auxiliary ducts being interconnected andv constricted intermediate their ends.

2. In a device of the character described, the combinationwith an internal combustion engine, having intake ports, passageways for connecting a carbureter with said ports, and auxiliary passageways connecting said ports, said auxiliary passageways being intercon* nected at their medial portions.

3. In a device of the character described,

in combination, an intake passageway hav-k ing at least two branches, said branches having outlets, and auxiliary passageways con` necting said outlets, and said auxiliary passageways being in communication withl each other between said outlets.

4. In a device of the character described, the combination with an internal combus;

tion engine, having intake ports, passage-- ways for connecting a carbureter with said ports, and auxiliary passageways connecting naam. ,1.,

said ports, said auxiliary passageways being interconnected and reduced in size at their medial portions.

5. In a device ofthe character described,

in combination,v anv intake passagewayhaving at least two branches, said branches. having outlets, and auxiliary passageways connectlng said outlets and of smaller size than said branches, said outlets being of smallerV size than said-branches for preventing stealing `of the Vmixture from any of the branches.

6. In a device of the character described,

in lcombination with an internal combustion engine, an intake manifold having a plu-v j rality of divergent ducts provided with voutlets directly to the engine cylinders, an auxiliary duct connecting said divergent ducts ahead of said outlets, and a further auxiliary duct connecting said divergent ducts at said outlets.

In testimony whereof I aflix my signature at 207 Wells Street, yMilwaukee, Wisconsin.

Y -IVALTER J. BLIFFERT.v 

